1. A vehicle, comprising:
an engine;
a power train in operable connection with the engine and wheels;
a steering mechanism in operable communication with the wheels;
an interior; and
a deodorizer system disposed in the interior and configured to be in optical communication with sunlight, wherein the deodorizer system comprises
a mesh;
nanoparticle titania coating on the mesh; and
a housing connected to the mesh, such that the mesh is configured to be in optical communication with sunlight;
wherein the mesh has an open area of greater than or equal to about 38%, and has greater than or equal to 6,400 openingsin2.
2. The vehicle of claim 1, further comprising photocatalyst disposed on at least a portion of an interior material, wherein the interior material is selected from the group consisting of carpet, seat covering, dashboard, roof covering, and rear window shelf material.
3. The vehicle of claim 1, wherein the housing is a frame disposed around a periphery of the mesh.
4. A deodorizer system, comprising:
a coated mesh forming a cylinder, wherein the coated mesh comprises nanoparticle titania on a mesh, wherein the coated mesh comprises a corrugated support layer, and wherein the mesh has has greater than or equal to 10,000 openingsin2; and
a light source disposed in the cylinder.
5. A method for deodorizing an enclosed area, comprising:
contacting a coated mesh of a deodorizer system with UV light, wherein the deodorizer system comprises
the mesh coated with nanoparticle titania; and
a housing connected to the mesh;
wherein the mesh has an open area of greater than or equal to about 38%, and has greater than or equal to 10,000 openings per in2;
reacting organic material in air; and
reducing a concentration of at least one organic material.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A method of operating an internal combustion engine comprising the steps of:
increasing a fluid pressure within a cylinder bore of the internal combustion engine to an autoignition pressure via moving a piston within the cylinder bore toward a top dead center position, the cylinder bore having a bore diameter of 260 mm or greater, and the piston having a stroke distance equal to or greater than the bore diameter;
advancing a combustion face of the piston through the cylinder bore during the step of increasing, the combustion face defining a plurality of valve pockets and a compound combustion bowl having a bowl diameter from 190 mm to 230 mm;
injecting a fuel directly into the cylinder bore at a spray angle greater than 145\xb0 while the fluid pressure is at or above the autoignition pressure; and
combusting the injected fuel and air such that the piston is urged toward a bottom dead center position within the cylinder via a BMEP of 1600 kPa or greater and the combustion yields 0.25 grams particulate matter or less per bkW\xb7h energy output of the internal combustion engine.
2. The method of claim 1 wherein the step of combusting further includes combusting the fuel and air such that the combustion yields a BSFC of 250 grams fuel or less per bkW\xb7h energy output of the internal combustion engine, and the method further comprising a step of rotating a crankshaft coupled with the piston in response to the combusting step at an average speed of rotation from 900 RPM to 1000 RPM.
3. The method of claim 2 wherein the combustion face forms a cone within the combustion bowl defining a large convex radius of curvature, and a curvilinear wall defining a concave radius of curvature and transitioning within the combustion bowl from the cone to a straight wall oriented parallel to a center axis of the piston and adjoining a lip of the combustion bowl defining a small convex radius of curvature.
4. The method of claim 3 wherein the step of combusting further includes combusting the fuel and air such that the piston is urged toward the bottom dead center position via a BMEP of 1800 kPa or greater and the combustion yields 0.1 grams particulate matter or less per bkW\xb7h energy output of the internal combustion engine.
5. The method of claim 3 wherein the step of injecting further includes injecting the fuel from a total of 8 to 12 spray orifices of the fuel injector at an injection pressure less than 150 MPa and at a start of injection time occurring prior to the piston reaching the top dead center position during the increasing step.
6. The method of claim 5 further comprising the steps of expelling exhaust containing the particulate matter from the cylinder bore via moving the piston back toward the top dead center position while an exhaust valve from the cylinder bore is open, and receiving the exhaust valve within one of the plurality of valve pockets when the piston reaches the top dead center position at the end of the expelling step.
7. The method of claim 6 further comprising the steps of:
conveying intake air into the cylinder bore via moving the piston back toward the bottom dead center position after the expelling step and while an intake valve to the cylinder bore is open; and
cooling the internal combustion engine via closing the exhaust valve after commencing the conveying step such that intake air is passed through the cylinder bore into an exhaust passage.
8. An internal combustion engine comprising:
a housing having a cylinder bore formed therein and defining a bore diameter of 260 mm or greater;
a fuel injector coupled to the housing and defining a plurality of spray orifices positioned within the cylinder bore to directly inject a fuel therein;
a crankshaft rotatably coupled to the housing;
a piston coupled to the crankshaft and movable within the cylinder bore a stroke distance equal to or greater than the bore diameter from a bottom dead center position to a top dead center position, to increase a fluid pressure within the cylinder bore to an autoignition pressure;
the piston including an outer peripheral surface defining a center axis, and extending between a first axial end of the piston and a second axial end having a combustion face defining a plurality of valve pockets and a compound combustion bowl; and
the plurality of spray orifices defining a spray angle greater than 145\xb0, and the compound combustion bowl having a bowl diameter from 190 mm to 230 mm, such that upon injecting the fuel and when the fluid pressure is at or above the autoignition pressure, a mixture of the injected fuel and air within the cylinder bore combusts to urge the piston toward the bottom dead center position via a BMEP of 1600 kPa or greater and the combustion yields 0.25 grams particulate matter or less per bkW\xb7h energy output of the internal combustion engine.
9. The internal combustion engine of claim 8 wherein the combustion face forms a convex cone within the combustion bowl, and a concave curvilinear wall transitioning from the convex cone to a straight cylindrical wall adjoining a lip of the combustion bowl and being oriented parallel to the center axis.
10. The internal combustion engine of claim 9 wherein the straight wall has an axial height between 5 mm and 10 mm, and the lip defines a convex radius of curvature greater than 2 mm.
11. The internal combustion engine of claim 10 wherein the combustion face forms a rim adjoining the outer peripheral surface and having the plurality of valve pockets formed therein, and wherein the rim includes a plurality of plateaus in an alternating arrangement with the valve pockets, and each of the valve pockets has an axial depth of 5 mm or greater.
12. The internal combustion engine of claim 11 wherein the plurality of plateaus define a plane normal to and intersecting the center axis, and the combustion bowl has a bowl depth of 25 mm or greater extending from the plane to a bottom of the combustion bowl.
13. The internal combustion engine of claim 9 further comprising an intake valve and an exhaust valve for the cylinder, and a camshaft coupled with the crankshaft and having an intake cam and an exhaust cam respectively coupled with the intake and exhaust valves to control opening and closing of the same, and wherein the intake and exhaust cams are profiled such that both the intake and exhaust valve are open upon commencing moving the piston from the top dead center position to the bottom dead center position in an intake stroke of the internal combustion engine.
14. A piston crown configured to couple with a piston skirt to form a piston positionable within a cylinder bore of a direct injection internal combustion engine having a bore diameter of 260 mm or greater, and movable a stroke distance within the cylinder bore equal to or greater than the bore diameter from a bottom dead center position to a top dead center position to increase a fluid pressure within the cylinder bore to an autoignition pressure, the piston crown comprising:
a body including an outer peripheral surface defining a center axis, and extending between a first axial body end and a second axial body end, the body further having an axial body length and a body diameter greater than the axial body length;
the body further including a cooling void formed in the first axial body end, a bolting aperture extending axially inward from the cooling void, for receiving a bolt to attach the piston skirt to the piston crown, and a combustion face upon the second axial body end defining a plurality of valve pockets and a compound combustion bowl;
the combustion face further forming a convex center cone within the compound combustion bowl, and a concave curvilinear wall transitioning from the convex center cone to a straight cylindrical wall oriented parallel to the center axis and adjoining a convex lip of the compound combustion bowl; and
the compound combustion bowl having a bowl diameter which is from 190 mm to 230 mm and equal to two-thirds of the body diameter or greater, and an axial bowl depth equal to one-tenth of the bowl diameter or greater, such that upon injecting a fuel into the cylinder bore at a spray angle greater than 145\xb0 and when the fluid pressure is at or above the autoignition pressure, a mixture of the fuel and air within the cylinder bore combusts to urge the piston toward the bottom dead center position via a BMEP of 1600 kPa or greater and the combustion yields 0.25 grams particulate matter or less per bkW\xb7h energy output of the internal combustion engine.
15. The piston crown of claim 14 wherein the combustion face further forms a rim adjoining the outer peripheral surface and having the plurality of valve pockets formed therein, and wherein the plurality of valve pockets include a total of four and the rim further includes a total of four plateaus in an alternating arrangement with the valve pockets and defining a common plane oriented normal to the center axis.
16. The piston crown of claim 15 wherein each of the plurality of valve pockets has an axial pocket depth of 5 mm or greater, and the combustion bowl has an axial bowl depth of 25 mm or greater.
17. The piston crown of claim 16 wherein the straight cylindrical wall has an axial height between 5 mm and 10 mm, the concave curvilinear wall defines a concave radius of curvature between 15 mm and 25 mm, and the convex lip defines a convex radius of curvature between 2 mm and 4 mm.
18. The piston crown of claim 17 wherein the bowl diameter is 210 mm, the axial bowl depth is 32 mm, the axial height of the straight wall is 7 mm, the concave radius of curvature is 22 mm, and the convex radius of curvature is 3 mm.
19. The piston crown of claim 17 wherein the convex center cone defines a cone angle less than 145\xb0 and has an apex positioned axially between the plane and bottoms of the valve pockets located at the axial pocket depth.